Safety device for railroads.



No 845,727. PATENTED FEB. 26, 1907 P, DBWITT & E. J. CLARKE. SAFETYDEVICE FOR- RAILROADS.

APPLICATION FILED BAR. 10, 1906.

3 SHEETS-SHEET 1 s R w A 1 \k Q v0 m Mf M M r 9 w u v s N o k\ PATENI'EDFEB. 26, 1907.

P. DEWITT dz E. J. CLARKE. SAFETY DBVIGE FOR RAILROADS.

APPLICATION FILED MAR. 10. 1906.

3 SHEETS-SHEET 2.

l VVE V705 s Z56 admit? ,Mw lib 1/! 1 I V/ TNESS Io. 845,727. PATENTEDFEB. 251907.

P. DEWITT & E. JJCLABKB. SAFETY DEVICE FOR RAILROADS.

APPLICATION FILED MAR. 10, 1906.

3 SHEETS-SHEET 3.

ticularly to' one PnILIr DEWITI AND EDWARD J. CLARKE, OF SCRANTON,

PEN N SYLVANIA.

SAFETY DEV ICE Lackawanna and State of Pennsylvania,

have inventedcertain new and useful Imrovements in' Safety Devices forRailroads, of which the following is a specification, reference beingbad therein to the accompanying drawing. 7 p

Ourinvention relates to improvements in safety devices for railroads,and more par by means of which a train I may be automatically stoppedwhenever a danger, or whenever it is desired to stop a train at acertain point either regularly or in y switch is improperly set or thetarget of a semaphore or other signal is set to indicate a case ofemergency.

One object ofthe invention is to provide a simple and practical deviceor apparatus of this characterwhich when operated will simultaneouslyactuate the locomotive throttle-lever to'close the throttle-valve,actuate orother persons.

the engineers brake-valve to apply the airand sound a whistle or brakeson the train the engineer, trainmen,

other signal to warn Another object of the invention is to'provide adevice or apparatus of this character with means for automaticallyresetting its arts aftereach operation. I f \Vith the above and'otherobjects, which will appear as the nature of our invention is betterunderstood, are accomplished by the construction illustrated in theaccompanying drawings, in whichtudinal sectional view t a sectional viewthrong .rnam cylinder.

. view through a latch shown n Figure 1 is a diagrammatic view of ourimproved safety device or a paratus. Fig.- 2 is the operating or Fi 3 1sa side elevation of the throttle-valve Fever. Fig. 4 is a longihroughthe same. Fig. 5 is a sectional view trolling air-valve. view' throughthe dog or block upon the chain for operating the throttle-valve lever.-

Fig. 7 is a detail vertical transverse sectional ortion of alocomotiveframe, showing t e swinging latch device.

' Fig. 8 is a longitudinal sectional view of the stationary trip deviceand the parts of the Fig. 9 is a tolp plan ig. 10

Fig. 7.

view of the stationary trip device.

Specification of Letters Patent. Application filed March 10, 1906.Serial Nb. 305,314.

through the con Fig. 6, is a detail sectional FOR RAH-ROADS.

l is an end-view of a portable trip device, show ing it in an operativefposition; and Fig. 11 is a perspective view o vice.

The present embodiment of our invention is adapted for use upon asteamlocomotive, and in the drawings the numeral 1 denotes the usualthrottle-lever, pivoted at2 and having the valve rod or stem 3 connectedto it. Said lever is-locked in an adjusted position by the usualslidingdog or awl 4, which is forced into engagement with the segmentalrack 5 by a' spring and is disengaged ly a pivoted hand iece (not shown)mounted upon the handle end of the lever in the usual manner. The leveris actuated by the movement of the piston 6 in a fluid-pressure is alsoadapted ,to actuate the usual engineers valve 8 of the. air-brake systemupon the train to move said valve from its running position to itsservice-stop position, so that the motive power is cut off and thebrakesapplied at practically the same time.

The stem 9 of the engineers valve carries a sprocket-wheel 10, to whichis attached one end of a sprocket-chain 11,-which passes around aguide-wheel 12, through grooved rollers 13 and 14-upon thethrottle-lever '1, and has its other endattached to the rod 15 of the.piston 6. The chain 11 has adjustably secured upon it, by means ofset-screws 16, a spreading-dog or wedge-shaped bloel. 17, WhlCh isadapted to enter between the rollers 13 and 14 to first force them apart.to

disehgage the dog or pawl 4 from the rack 5 chain as the iston moves inthe cylinder 7.

As shown in Figs. 3 and 4, the journal 18 of the roller 13 is fixed tothe lever 1 and projects through a slot in a rod 19, which has fixed toit-the dog or pawl 4 and the journal 20 of the other roller 14. Thejournal 20 has one of its-ends projecting through a slot in the lever 1,and the dog orpawl 4 also carries a pin or stud 21, which. projectsthrough a slot in the lever 1, so the said parts will be retained uponthe lever and guided in their sliding movement. It will be seen thatwhen the wedge-block tween the rollers 13 and 14 the rod 19 will beshiited to move the dog or pawl 4 against the tension of itsactuating-spring and out of engagement with the rack 5 or the purandtothen cause the lever to move with the Patented Feb. 26, 1907..

the portable trip de- V -c linder 7, and the movement of said piston ordog 17 is forced heuse @of releasing the lever and permiting it to beshifted to close the throttle-valve.

The piston 6 may be actuated by fluidressure t'rom any source; but wepreferably employ compressed air and take itirom the usual train-pipe 22of the air-brake system. A pipe or conductor 23 leads from thetrain-pipe to end or the cyliinler 1, through which the piston-rodextends, a smilingbox 24 being provided ior said rod to prevent theescape or air, and in said pipe 23 is provided a controlling-valve 25.The latter, as shown in Fig. 5, is in the form or a rotary plug adaptedto turn in a casing 26, in which is Iormed a relief-port or vent 27.This plug-valve 25 is formed with a large trans verse port 28 and asmall angular reliei-port 29, which parts are so-arranged that when thevalve is in one of its two positions the compressed air can pass throughthe pipe 23 from the train-pipe 22 to the cylinder 7, and when in theother of itsv two positions said pipe 23 will be closed and thereliei-port 29 will be brought into alinement with that branch of thepipe 23 which leads to the cylinder, so that the air in the latter mayescape slowly through said valve and the port 27in its casing. Thelatter is the normal position oi the valve, and this relief is thusprovided to enable the piston to be returned to its -normal positionafter each operation and to enable the throttle-lever and the engineersvalve to be operated with out interi'erence from the attachments uponthem. It will be observed that this mature and the provision of. thechain or flexible connection 11 will permit the throttle-lever to beoperated in the usual manner both before and after the device isoperated and that the engineers' valve may be shilted to its :emergencyposition a;ter having been moved to its service-stop position by theoperation of--the invention. The valve 25 has upon its stem 8. crank-arm30, which is loosely connected to a movable operating rod or element 31,suitably mounted upon the locomotive. Said rod 31 is operated bymechanism hereinafter described, mounted upon the locomotive, and inturn operated by trip or cam devices suitably located along the tracktraveled by the locomotive or other motor-vehicle upon which thecontrolling apparatus is mounted. Suitable means hereina ter set forthis also provided for automatically returning the valve to its normalposition, which position is shown in Fig. 5.. The movement of the piston6 under tlze actionof the compressed air admitted into one end of thecylinder 7 is cushioned by a screw or needle valve 32, provided in arelief- )ort or vent 33, located in the opposite end of the cylinder.

In order to notify the engineer or other atis danger and that theapparatus has been operated, we

be of any provide a suitable alarm or signal for this purpose. Thisalarm or signal device may description; but we preferably employ awhistle 34 of well-known lorm and located at a suitable point upon thecylinder 7, so that it will be sounded by the compressed air in saidcylinder when the passes the inlet 35 or said whistle. When pistonlocated as shown in Fig.2, it will be sounded shortly before the pistonreaches the limit or its stroke and a.ter the throttle-lever andengineers valve have been operated.

ln order to reset thevalve or return it to its normal position. weprclerably employ a cylinder 36, in which its sliding piston 37 isactuated by compressed air or other fluid under pressure. As shown, itis operated. by compressed air admitted into one end 01' its cylinderthrough a pipe 38, leading irom the cylinder 7. Said pipe 38 opens intothe cylinder 7 adjacent to its outer end, so that the compressed air isnot admitted through said pipe until-the piston 6 reaches the limit orits outward mpvement. The rod 39 or the piston 37 extends parallel withthe rod or element 31 and is connected thereto .10! operation there ithby a bracket or arm 40 or by any other suitable means.

The means or mechanism for operating the rod 31, and hence thecontrolling -airvalve '25, comprises a swinging latch -11, agravity-bolt 42, and a lever 43. The latter is pivoted at 44 and is, asshown, connected to the rod or element 31 by a bell-crank 45, which hasslot-and-pin connections between its arms and the adjacent ends of thelever 43 and the, rod 31. The other arm of the lever 43 is weighted, asat 46, and suitably connected to the upper end of the bolt 42. Said boltslides vertically in suitable guides 48 and has at its lower end a notchor seat 49. The bolt 42 is adapted 'to be forced downwardly by theweighted lever 43, and it is suspended in its elevated or normalposition (shown in Fig. 1) bythelatch 41, which has on its short upperend or arm a roller 50 to engage the seat 4). Said latch is secured to atransverse shaft 51, journaled in suitable bearings, upon the under sideof thc locomo tive-franre, so that itslong arm, which carlies a roller52, hangs downwardly in the path of suitable operating devices locatedalong the track. \Vhen the latch engages one of said 0 crating devices,it is swung to the position shown iii-Fig. 7, so that its roller 50leaves the seat 49 in the bolt 42 and permits the latter to drop underthe action of the weighted lever 43, as shown in said figure. Themovement of the lever 43, will, through the bell-crank 45, be impartedto the rod or bar 31. r v

The track device 53 (shown in Figs. 1., S, and'9 of the drawings) foroperating the latch 41 comprises a pair of loi-tgitntliuullyd sposedtoggle levers o arms 5t and 55,

mounted upon a base 56, secured upon cross- 1 trips or operatingdcvices,.33 (is is operated or ties adjacent iOiliE track-rails. Thelever 54 has a fixed pivot in the base, and the lever 55 is pivotallyconnected to a cross-head which slides in guides in the base and haspivoted to it one of two telescoping casing sections or members 57 and58, which inclose agd are connected by a coil-spring 59.,- These casingmembers have a slot-and-piii guide connection 60 with each other, andthe member 58 is connected to a: crank 61 upon one end of a shaftmounted in said base and having on its opposite end a sprocket-wheel 6;.

The latter is engaged by a sprocket-chain 63, having its ends connectedto wires 64, which lead to two arms of a bell-crank 65, the third arm ofwhich latter is connected to a switchpoint- 6% in the track 67, overwhich the locomotive travels. It will be seen-upon refer ence to Fig.lthat when the switch-point is thrown'so that the siding is open, or sothat an oncoming trainwould pass upon the wrong track, the toggle-levers54 and 55 will assume their angular position, (shown in said figure,)

so that they will project into the path of the latch 41 and actuate thelatter, and that when the switch is in its closed or proper positionsaid levers 54 and 55 will assume a position parall l to the base 56 andwill not project into the path of said latch. The latter position is thenormal one, as will be understood. The spring 59 is sufficiently still.to hold the levers in their angular positions, so

i that they actuate the latch without regard to the direction in whichthe train is passing, but at the same time relieves the parts of theshock and strain caused by the impact of the latch upon therapidly-moving train. The device 53, or any other device for the samepurpose,;na.y be actuated by connectionswith the automatic signal aparatus of railroads, by manually-operated evices, orby any other means,so that the locomotive or train may be stopped automatically under ancircumstances or condition.

. In Figs. 10 and 11 of the drawings we have shown a portable operatingdevice or trip 68, designed to serve the same oiiice as the device 53.It is made portable to enable it to be carried by flagnien, trainmen, orothers, and quickly placed in position along a track so as toautomatically stop an approaching train which is in danger. It comprisesa triangular-shaped cam 69, having upon its bottom spurs to enter thecross-tie on which it is placed, and pivoted foldable hookarms 71 toengage a track-rail, as shown iii Fig. 9.

The operation oi the invention is as follows: Assuming the parts of theapparatus upon the locoi iot-ive to be in their normal position (shownin Fig. l) and.the locomotive to.be moving in the direction indicated bythe arrow in said figure, when it is desired to automatically stop thetrain one of the and swing the enginccns valve to the "scrv-- ice-stopposition, as previously explained.

The continued movement of the piston (3 ill admit air to the whistle 3iand sound the same and linally admit air through pipe i into thecylinder 36 to return its piston to its i i I i l l 1 normal position toclose the air-valve 25 and also reset the lever -13, bolt 42, and latch41, as will be readily understood.

\Yhilc wo'liavc shown and described the preferred embodiment of theinvention, it will be understood that we do not. wish to be limited tothe precise showing herein set forth, since vaiious changes in the form,proportion, and the ininordetails of construction may be resorted towithout departing from the spi.it or sacrificing any of the advantagesof the inv iitlJli.

Having thus described our said invention, what we claim as new, anddesire to secure by Letters Patent of the United States, is-

' In an automatic train-controlling rip-- controlling means, andfluid-pressure-open.

ating means for automatically resetting the first-mentioned opera tingmeans.

3. In an automatic train-controlling apparatus, the combination of meansfor controlling the motive power, means for controlling the brakesystem, a fluid-pressure cylindcr, a piston in the latter for operatingsaid motive-power and brake-system controlling means, a valve forcontrolling the operation of said piston, means for actuating saidvalve, and means for automatically returning said valve and itsactuating means to their normal positions.

4. In an automatic train-controlling apparatus, the combination of meansfor controlling the motive power, means for controlhug the brake system,a fluid-pressure cylindcr, a piston in the latter for operating saidmotive-power and brake-system controlling means, a valve for controljingthe operation of said piston, a self-actuatcd operating trolling means,avalve BEST AVAILABLE 60?? means for said valve, a latch for holdingsaidvalve-operating means against movement,

movement, a second fluid-pressure cylinder,- latter for resettlng said'and a piston in the valve and its operating means.

6. In an automatic train-controlling'ap paratus, the combination ofmeans for controlling themotive power, means for eontrolling the brakesystem, a fluid-pressure cylinder, a piston in the latter'for operatingsaid niotive-power .and brake-system controlling means, a valve forcontrolling the inlet and outlet of a fluid under pressure to and fromone end of said cylinder, and means for operat ing said valve.

7. In an automatic train-controlling ziparatus the combination of meansfor controlling the motive power, means 'for controlling the brake'system, a fluid-pressure cylinder, a piston in the latter for operatingsaid motive-power and brake-system controlling means, a valve forcontrolling the inlet and outlet of a fluid under pressure to and fromone end of said cylinder, means for actuating said valve in onedirection, and means for automatically returning said valve to itsoriginal position.

S. In an apparatus of the character described,. the combination ofineansfor con troiling the motive power of the vehicle. means for controllingthe brake system of the vehicle, a fluid-pressurecylinder. a piston threin, and-a flexible conneclionbetween said piston and the motive-lwwerand brake-5 t'-lll1 controllht-g means.

9. In apparatus of the character described. the combination of n llli'flll ltvll', n-n engineer's i).":'.l(t'\'t;l' .'t, nice 'j-s'i'orlocking said throtiie-lcvcr, an operating element. dexible connectionbetween said clement r "d said 'alvc, an unlocking means for saidll'Ytz' and carried thereby, and a wedge or cnm device upon saidconnection for succe s-i\'ei actuating said leyer-unlocking means andsaid ici'er.

,of said stcond cylinder, at

connection for successively actuating said dog-operating means and saidlever.

11. In an apparatus of the character described, the combination, withmeans for controlling the motive power and the brake system of amotor-vehicle, of an actuating element for said means, a weighted levercon'' nected to said element, a sliding bolt actuated by said lever, andaswinging latch for holding said bolt retracted.

12. In an apparatus of the character. de-' scribed, the combination,with means for'controlling the motive power and the brake.

system of a motor-vehicle, ,of an actuating element for said means, aweighted lever connected to said element, -a sliding bolt actnated bysaid lever, a swinging latch having one end engaged with saldbolt,ime'ans for tripping said latch; and meansfor resetting ..tl:esame.

13. In an apparatus of the character described, the combination of meansfor con trolling the motive power and the brake system of amotor-vehicle, a'fluid-pressure 0 1 inder, a piston therein foractuating salt means, a second fluid-pressure. cylinder, a

iston in the latter, a pipe between one end of the first-mentionedcylinder and one end of said second cylinder, :1 viilvc for.controllingthe admi sion and exhaustion of a fluid under pressure to and from theother end of the first cvlinder, an operatingclement, a connectionbetween said clement and said 'alve, and a connection between said clement and the piston in said second cylinder.

14. In an'ap mrntns of the-character de-' scribed, the combinationof-means for controlling the motive power and the brake sys tem of amotor-vehicle, a fluid-pressure c vlinder, a piston therein foractuating said means a second fluid-pressure cylinder, a piston in thelatter, a pipe between one end of the first-nn-ntioncd cylinder and oneend valve for controlling the ndmirfsion and exhaustion of a lluid underpressure-to and from the other end of tlufirst cylindcr.

second cylinder. :1 self-actuated operating means for tlld t'lt'illtlll,and a latch for holdingsnid st lf-actuntt d eiptratingmeans againstnnopt-rating clement con-' m-ctcd to said valve and the piston of said loolatch having antifriction tween said element and said valve and pistonin the second cylinder, a weighted lever connected to said element, asliding bolt hav-' ing a seat in its bottom and its-upper end connectedto said lever,. and a swinging. devices in its ends, said device in itsupper end engage the seat in said bolt.

It. A trip device of the character described comprising toggilglevei's', an operating element, and an tic connection between saidelement'and one of said levers. 17. A trip' device. of the characterdescribed comprising ogglelevers, a rotaryl element actuated by tiswitchor the like and a connection between said element and one of saidtogglelev'ers comprising telescoping membersand a-spring between saidmem- 18. A trip device of the characten. described comprising .a base, apair of togglelevers, one of the latter being pivoted upon being adaptedto said base and the other having a sliding con nection therewith, ashaft having a crankarm, and a connection between said crankarm and saidsliding end of the toggle-lever, said connection comprising telescopingmembers, and a coil-spring between sai members.

1 9." A ortable trip device of the character describe comprising acam-body, a spur upon the same to enter a cross-tie, and an arm uponsaid body: to engage a track-rail.

20. A ortablc trip device of the character described comprising acam-body, a spur upon the same to enter a (.ZI'OSSUE, and a folding armpivoted upon saidbody for enga ement with track-rail.

in testimony'whereof we hereunto affix our signatures in presence of twowitnesses.

PHILIP DEWI'IT. EDWD. J. CLARKE.

Witnesses: G130. W. BUcKNAia- Hba'roN E. KIMBLE.

